Dump-car.



A.LINDSTRM'& L P.STREIB.

DUMP GAR.

APPLICATION FILED 00T.21

Patented Mar. 5, 1912.

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C. A.- LINDSTRM dz J. F. STREB.

DUMP OAR.

APPLICATION FILED 00T.21, 1909.

Patenteo Mar. 5, 19120 4 SHEETS-SHEET 2.

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DUMP OAR.

APPLICATION FILED 0011.21, 1909.

Lm. g., Patented Mar. 5, 19m

C. A. LINDSTRM & J. F. STRBIB.

DUMP OAR.

APPLIUATIQN :FILED ooT.21, 1909.

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Patented Mar; 5, '1912.

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CHARLES A. IiINIDS'll'tiIllI, OF PITTSBURGH,

.AND JOHN F. STREIB, 0F AVALON, PENN- SYLVANIA, ASSIGNORS TO PRESSED STEEL CAR COMPANY, OIF-PITTSBURGH, PENN- SYLVANIA,.A CORPORATION-0F NEW JERSEY. f

DUMP-CAR.

images.

i Specicaticn of Letterslatent. Application filed October 21, 1909.

Patented Mar. 5, 1912.

Serial No. 523,784.

To all whom #may concern:

Be it known. that we, CHARLES A. LIND- s'rRM and JOHN F. STREIB, citizens of the United States, residing at Pittsburgh, Northside, and Avalon, respectively, in the county of Allegheny and vState ofl Pennsylvania, have invented certain new and useful Improvements in Dump-Cars, of which the following is a specification;

An object of the present invention is to provide an eiicient means for operating a dump car of that type wherein the sides of the car are elevated to discharge the lading.

A further object of the present invention is to provide detail improvements in the construction of this type of car.

One important advantage in a car of this type is that clogging of the discharge outlets by lading, such as coke, isrobviated, it being a common occurrence, where a dump car is provided with proportionately small discharge openings closed by separate doors, that` such openings become clogged by the lading due to the flow of the lading in at least three different directions from each side of the car toward the outlet. In a car of the present type, wherein the sides of-"the car are raised, there are practically no crossliows of lading toward the outlet, as the material flows directly toward the discharge opening. Such a car is illustrated in the accompanying drawings in which like. reference characters refer to like parts, and in' which- Figure 1 is a sectional side elevation of a car embod ing .our invention; F ig. 2 'is a sectional p an view of the same; Fig. 3 is an y end elevat-ion of the same; Fig. 4 is a like view with the sides and side end connecting sheets removed;vFig. 5 is a transverse section of the car in two different planes in line 5-5, Fig. 2; Fig. 6 is a transverse section of the car on the line 6-6, Fig. 2, showing also the car sides raised for discharging the lading; and Fig. 7 is a detail sect-ion of the operating valve.

The carp-Referring now in detail to the drawings, 1 represents the center sill structure ofthe underframe, preferably comprisingv avpair of channels extendin continuously throu hout the length of t e car, or from end sil to end sill. The car bolsters "(Fig.v 5) consist of triangular plates 2 recessed ornotched out at their lower side yto receive the center sill structure 1.. Plates 2 are stilfened by vertical angles 2, 2b, by lower edge an les 2, tie -plates 2d and-a cross-brace ang e 2e.- Angles 2a are widened at their lower portions to form a connection between the center sills 1 and the plates 2. Tie plates 2d are riveted to center 'sills 1, and lower edge angles 2c and cross angle braces 2e are riveted to plates 2 and center sills 1. Bolster plates 2 are, therefore, rigidly secured to the center sill structure 1.

Between the longitudinal center of the car and the bolsters are located intermediate floor supporting frames (Fig. 5), each consisting of a vertical lower plate 3, notched similarly to plates 2 to receive the center sill structure 1, and a vertical upper or' apex plate 3a withv a 4space intervening and con` nected to each other with vertical angles 3b each extending downwardly between the center sills and serving to secure the frame thereto. Plate 3 'is furthermore secured to the center sill ystructure 1 by means of a bent angle 3 which is riveted to the center sill structure 1 and to said plate. Plate 3 is also secured to center sill structure 1 by specialY angle connections 3d riveted to the .Plate 3, in addition to being sti'dened by angles .3", 3c and 3d, is stiffened along its lower edge by angles 3. Angles 3 are curved or bent upwardly to avoid the car wheels.

At the longitudinal center of the car is located a central 'loor supporting frame constructed in the same manner as the intermediate floor supporting frame with the exception that the lower edge of plate 3 is straight and is stilened by a straight angle 3f, and with the further exception that a tie member 3g connectsv angles 3.

The holsters and the several floor supporting frames are connected to and s Y aced from each other at their lower outer e ges by angles 4 (Figs. 5 and 6), extending preferably throughout the length of the car, or from end sill to end sill.- y

5 are door supporting angles connecting suitable angle in two directions fro'm the .y transverse center'of the car to the car sides.

-7 (Figs-1, 2, 4, 5 and 6) is the car end wall or sheeting 'riveted along its lower edge to end sill 8, and also riveted or secured to floor sheeting 6 through means of suitable angular flan es or separate angles 8. Sheeting 7 is sti ened at its upper edge on the outside of the car by a pressed metal stripv 9 (Fig. 1) substantially U-shape in section. On the inside of ,the car, sheeting 7 is stifl'ened at its centralv portion by a pair of angular flanged plates or gussets l 10 rivetedlface to face and joggled at their lower ends tooverlapthe meeting edges of the floor sheets 6 to which gussets 10 are riveted. End sheeting 7 isy furthermore braced on the outside by ribbed strips 11 (Fig. 4) extending from the upper outer corners to the lower center of the car ends.

The car sides 12 are made 'in any customary manner, such as by plates 12* (Fig.

1) riveted together through 4the 'medium of stakes 12", superposed special channel copis, they extend be ing 12d extendi along the upper edges of the sides 12 an special channel strengthening strips 12 extendingralong the lower edges of the sides 12l and abutting the lower ends of the' stakes 12b Sides 12 are slightly longer than the interior length of the car (Figs. 1 and 2), that ond the car ends 7 and areronnected at t eir ext-reine ends by side lifting sections,plates or portions 12 connected to the` 's1de, sheeting 12* through means of ianges or angle sections 12 (Fig. 2) on thev sidesheeting 1 2 riveted to the lifting. sheets, sections or portions 12f. Lift-ing sheets, sections or ortions 12f are of less depth than the' si 4es 12 (Figs. 1 and 3) and vof slightly less depth t-han the ends 7, being cut away at their lower'edges to avoid .the end sill structure 8. 'Lifting sections, sheetsor portions 12t are-strengthened along their lower edges by strips 12g and carry at-their upper edges combined hoods and bracing channels 12h (Figs. .1 and 2) projecting over the 'end walls of Athe car to prevent foreign ma` ter from fall; ing between the end walls 7, the lifting sheets, sections or lates. 12f and the sides 12. Sides 12 are urther spaced, stitenedr and tied together at thejlongitudinal center of their upper edges by a plate 13 secured to sides 12 by angles 14, said plate 13 be-A (Figs.` 5 and 6)."

ing stitfened along its upper edge by a A pair of ribbed arched stiffening strips 15, riveted face to face, one on each side of said plate 13, and preferably of pressed4 steel formation (Figs. 1, 5 and 6). A

16 are hooked-shaped side keepers (Figs.

' 1, 5 and 6) riveted to side sills 4, with the inner sides of their noses inclined inwardly across the vertical plane of the car sides, said'keepers being of suit-able numberand location, shown in the drawings as located in line with the central and intermediate floor supporting frames. These keepers project slightly beyond the plane of car sides 12 and their function is to receive the lower edges of the sides 12 by entering channelstrips 12c to preventspreading or bulging of the car sides 12.`

0m' operating' mechanism-Having described the construction of the c ar, the mechanism for raising the sides vof the car for the purpose of dischargingV lading will now be-described.

Mounted on each of 'the end sill structures 8, beyond the lifting sheets, sections or portions 12f, are one or more cylinders 17 (Figs. 1,l 2 and 3), there being shown in the drawing two in each end of the car, to

which compressed air, steam orother fluid pressure is supplied 1n the manner Ahereinafter described. l

18- are piston rods mounted., to reciprocate in cylinders 17 and carrying at their upper ends bosses 18a by means of which piston rods 18 are connected to crossheads 19 riveted to the lifting frame through .channel 20 riveted to the lift-ingsheet, section or portion 12f at' each end of the lcar so that as -pressure is admitted to cylinders 17, piston rods 18 are forced upwardly raising the lifting section, portion or sheet 12, and hence also raising the car sides rigidly connected thereto (Figs. 1 and 3). For the purpose of further bracing, stiii'ening and counteract-ing any lundesirable movement due to leverage. on the crossheads 19, flanged braces 21 (Figs. 1 and 3) extending from and riveted to crossheads 19 'and the upper edges of lifting sections, portions or sheetsl12, are employed. p f

-A special feature of the present inventionis means for preventing an uneven movement or raising of the car sides 12, or,

.in vother words, means for insuring or causportions, sections or sheets 12t in mesh with gears 23; racks 25' (Figs. 1 and 3), preferably two in number, at each end of the car and riveted also to the inner face of the lifting portions, sections or sheets 12f and a gear 26 (Figs. 1 and 4') for each ofthe said racks 25 in mesh with racks 25 and mounted on a'shaft -27 statonarily'journaled on the outer face ofthe car end sheeting 7. In order to prevent one side 12 from creeping yon the other, gears 26 are rigidly mounted on shaft 27, and in order to permit use of gears 26 of suitable .diameter without unduly increasing the distance between the car ends -7 and lifting portions, sections or sheets 12, the car end sheeting.7 is perforated lat 28 (Fig. l and 4) at the points of location ofthe gears 26 so that gears 2.6 project into thecar body. These perforations 28 are covered "by concave caps 29 (Figs. ,1, 5 and 6) riveted to the inner face` of the car end sheetingf7. -It willy 'thus be seen that as. the car sides are raised the racks 25v at each end of the carpreve'nt one side 12 from creeping on the other, while the racks 24, pinions 23 and shaft 22vprevent one lifting portion, section orV plate, 12t from creeping with relation tothe other, so that the., parallel movement of the opposite edgesof the car side structureis maintained `both in ,elevating and in lowering.

For the purpose of causing operation of piston rods 18,-the following means may beemployed: Mounted beneath the car floor ing 6-is apressure reservoir 30 (Figs. 1, 2 and 6), supplied fin any suitable manner with pressure, having a discharge pipe '31 with extensionsll connected to further ex'- tensions 31b which -connectv with the cylin ders 17. For the purpose of supplying reservoir 30 with pressure, a pipe 32 may be employed, which may be the train pressure pipe, connecting reservoir. 30 with any suitable source of supply, .such n' as the locomotive, `and any suitable check valve may be employed for-.trapping pressure in said reservoir." y sultable means may be eme ployed for regulating the supply of pressure from' the reservoir 30,to the respective`cylinders 17,` such, for instance, as the valve 33y and housing 34 (Figs. 2 and 6). Housing 34 is provided4 with ports 34, 34" and 34c (Fig. 7). When valve 33 is turned to position shown in Fig. 7, pressure will pass through port 34, valve 33 and port 341 and to cyllnders 17, whereupon sides 12 will be raised.v If valve 33 is turnedv in the direction 4of the curved arrow from the position shown in Fig. 7, port 34*1 will be closed and port 34c opened, allowing pressure to escape from cylinders 17 through port 34c and thus allbwing the sides 12 to drop..

Any suitable means may e used for operating valve 33, such as a rod 35 and lever 36,- the latter being located preferably at the and anv -shapediioor frame comprising a vertical plate notched to receive said center sills,.a palr of parallel vertical angles riveted to said center sills between the latterandalso riveted to said plate to stiften the frame and a transverse angle having upturned ends riveted to said center sills and also riveted to said plate.

2. In a dump` car, the combination with ayridge-shaped Hoor, of an A-shaped floor frame' comprising a vertical plate notched along its lower edge to avoid the car truck anda stiening angle extending along the lower edge of said plate.

3. Ina dump car having an inclined floor, a floor framecomprising a vertical plate notched along its lower edge to avoid the car trucks, an inclined stiening member ex- -tending along one edge of said plate and a stifening member extending along the notched edge of' said plate and intersecting the said first-mentioned stiiiening member.

4. In a dump car, the combination with an inclined floor, of a floor frame comprising a vertical plato notched along'its lower edge tol avoid the car truck, a stiflening member v extending along said lower edge, an inclined stifening member extending along another edge olsaid plate and intersecting said irstmentioned stiffening member and a transverse stii'ening member having ahorizontal central` portion and u turned ends.

. 5. In a dump car aving a liftable side and a `cross-bearer,` an lmmovable sidekeeper secured` to said cross-bearer and having a V-shaped recess formed therein to receive the lower edge of the car side.

.6. In a dump car comprising a lift-able side and a crossebearer, an angle riveted to said cross-bearer and-having its flange inwardly., and downwardly disposed and a side keeper having a shank portion riveted to said angle,- abutting the depending flange of saidv angle and having an en agin portion 'extending at an angle to sai shan portion to engage the car side.

7. Infa dump car comprising a pair of .'liftable wall sections, a central strut,.con

necting said sections and an arched st-iiiening metier secured to said centrallstrut.

8. In a dump car comprising a 'pair ot liftable wall sections, a central stiflfening plate connecting said sections, and arched pressed vmetal reinforcing members riveted to said plate on oppositesides thereof and face to face.

9. In a dump car comprising a pair of liftablewall sections, a deep central vstiien# to said plate on opposite sides along its p- 1o ing plate connecting said sections, and per edge.'

arched pressed metal reinforcing members In testlmony whereof we ax our signariveted to said plate on opposite sides theretures in presence of two Wltnesses.

of and face to fece. CHARLES A. LINDSTROM.

10. In a dump car comprising a pair of l JOHN F. STREIB.

litable Wall sections, a, deep central `stii'fen- Witnesses:

ing plate connecting said sections and arched T. J. JONES,

pressed meta-l reinforcing lmembers riveted HARRY A. KNIGHT. 

